Method and apparatus for handling material



Jan. 28, 1930. R. T. RoMlNE METHOD AND APPARATUS FOR HANDLYING MATERIAL Original Filed Sept. 2'7, 1926 3 Sheets-Sheet l .752 ven a r.-

Jan. 28, 1930. R. T. ROMINE ,745,055

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ROBERT T. ROMINE, 0F MGUNT CLEMENS, MICHIGAN' METHOD' AND APPARATUS .FR HANDLXNG MATERIAL @riginal application filed September 27, 1926, Serial No. 137,867. Patent No. 1,650,540, dated. November 22, 1327. Divided and this application tiled November 10, 1927. Serial No. fl.

'l`his invention relates in general to the shipment or transportation of material in freight cars, such as box cars, flat cars or gondolas and especially concerns the han- 5 dling, loading or packing of material, such 10 cation. Serial No. 137,867, filed September 27,

1926, Patent No. 1,650,540, dated November An object of the invention is to provide an apparatus and method particularly useful for 15 crating or binding metal in compact packs or piles on the floor of the caiy or carrier for transportation, such as in relatively large units or bundles of a number of tons, in which by virtue of the manner in which the pack is transportation the metal sheets, strips, or bars of the bundle will remain substantially intact against relative shiftable movement, ythereby preventing damage or injury thereto in transit.

One of the important. features of the present inventionis to provide a means for transporting sheet metal with the sheets stacked flatwise inpacks so that 'the sheets of the bundles or stacks will be maintained substantially intact Within the bundle against shifting, and so thatthe bundles may be taken from the carin units Without requiring, heretofore, the breaking up of the bundles or stacks and separate handling in order to unload. f

y The loading or packing of metal, such as high finished steel sheets, in freight cars so as to prevent damage to the metal and damage to the cars presents extremely difficult problems resulting from the complex and varying forces and stresses set upin the car under Widely different conditions. lt is Well known that freight cars in transit are sub'- jeeted to shocks, jolts, and collisions of vary ing force or intensity. These blows when transmitted tothe stack of metal result in forces tending to displace the stack, as well as the parts thereof, in various directions. Severe shocks or blows to the car cause the car floor to den or tilt in successive directions,

resulting in the tendency of the stack or bundle to shift in one direction due to the force of impact and then to shift in the opposite direction due to the rebound of the car caused by its force of impact against the end of the next freight car in the train. ln addition the car during travel has a rolling or rocking motion on account of irregularities of the road bed, which tends to transmit to the bundle a Weaving or flexing motion. Likewise the side sway or transverse rocking motion of the car sets up forces acting transversely to the stack. y

ln one aspect thereof this *invention provides a bracing or supporting apparatus for shipping metal, Which will be strong enough to maintain the stack of metal, such as a heavy mass Weighing as much as ten tons, intact While sustaining or withstanding the forces and stresses acting against the stack. And in addition the invention enables a bracing apparatus to be constructed as a result of which the Adanger of sheet metal becoming crimped or damaged during transit is greatly minimized-While at the same time minimizing the danger of the car being damaged under varying conditions.

An important object of this invention is to provide a method lfor transporting material, such as sheet, strip or bar metal, based in part upon the principle, which I have discovered bv tests in connection with sheet and bar steel, that the" opposed longitudinal forces acting on the stack or bundle tend to maintain it in approximately average position on. the car floor. One of the features therefore of this invention is the fact that each stack is allowed to float or shift vas a unit or single mass on or With respect to the car floor. Under ordinary or normal conditions the shocks to which the car is subjected Will result in shifting the stack or bundle relatively short distances forwardly and backwardly on the floor, and all forward shifting movements will be approximately odset by the rearward shifting movements; lin addition means is provided for guiding the floating movements or travel of the stack in a straight longitudinal line and also for taking up the forces tending to cause the bundle to shift or topple over sidewise. i

This method is of very great importance and advantage where the packs of sheet metal are made up of sheets stacked flatwise, since the sheets of the stack when arranged and shipped in this way have an entirel different action than when shipped on e ge and a greater tendency to slide or shift relatively to each other and break loose fromthe binders. By permitting the stack to shift relatively to the car floor as a mass the blow or impact against the car will, to a considerable extent, be absorbed or compensated for, reducing the tendency of the individual sheets to slide within the pack and break loose from the binding means employed. For the purpose of most efficient results, especially where the metal sheets are oiled, I prefer to employ binding means whereby positive friction through relatively softer materialimay be applied inwardly against the horizontal edges of the flat stacked sheets, either through the medium of the binder'herein shown, or by means of wire or band steel binders as disclosed in co-pending applications of mine. Under ordinary conditions, I have found that fairly satisfactory results may be obtained by virtue of the invention where these binders are simply used without utilizing frictional resistance against the sheet edges.

Themetal sheets or constituent parts of the bundle are bound or held as a substantially integral unit or single mass unit, and as a result of the foregoing the position of the'stack with relation to the opposite sides of the car is maintained substantially constant.' and irrespective of its longitudinal floating movements the stack can alwaysbe 'unloaded as a unit at its destination, such as by moving a stack lifter into position to straddle the stack and lift it onto a suitable conveying medium.

A further feature of the invention resides in the fact that it enables the provision of an apparatus which may be utilized substantially interchangeably for shippingV sheet metal of varying sizes in stacks either flatwise or edgewise, or for-hipping other types of material such `as str psteel, metal bars or the like.

In the drawings:

Fig. lis an end elevation illustrating a stack of metal loaded on the floor of a car in accordance with my invention.

Fig. 2 is a fragmentary sectional view takin transversely through the bottom of the pac Fig. 3 is a fragmentary section taken substantially on the line 3 3, Fig. 2, in the direction of the arrows.

Fi". 4 is a detail perspective view illustrating t 1e manner in which the binder members are adjustabl connected together.

Fig. 5 is a etail perspective view illustrat- `vibrating movements tudinally and laterally and have the effect ing the unassembled parts of the pressure device.

Fig. 6 is a detail perspective view showing the unassembled -parts for connecting together, in spaced relation, the frame members of the binder.

Fig. 7 is an end elevation, partly broken awav, illustrating the invention as adapted for )inding or packing sheet metal flatwise.

Fig. 8 is a side elevation showing a manner in which the stack or metal may be transported Iou the car floor.

Fig. 9 is a digrammatical side view similar to Fig. 8, showng the movement of the stack relatively to the wedge blocks.

Fig. 10 is a diagrammatic view illustrating the manner in which the stacks are permitted to travel on the car floor under their own momentum or inertia.

Fig. ll is a diagrammatic view illustrating a car loaded with stacks and subjected to impact at one end.

Fig. l2 is a similar view'showing the action on the stacks due to the impact or rebound of the car at the opposite end.

F ig.,l3 is a diagrammatic plan view illustrating the forces acting against the stacks on the car floor when the car is subjected to impact at an angle to the longitudinal axis of the ear.

Fig. 14 is a diagrammatic end view illustrating the manner in which the stack with its binders may be turned or rolled from one position to another.

Before explaining in detail the present invention it is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable ofother embodiments and of being practised or carried out in various ways. vAlso it is to be understood that the phraseology or terminology employed herein `is for the purpose of description andynotof limitation, and it is not intended to limit the invention beyond the terms of the several claims hereto appended or the requirements of the rior art.

Then metal sheets are paclied latwise on the car floor two weaving or whipping motions are ordinarily imparted to the sheets during transit, one in which the bending of the pile is transverse thereto and the other in lwhich the bending or flexing of the pile is lengthwise thereto. These weaving motions usually result, respectively, from rocking or of the car oorlongiof causing each sheet to lflex and slide back and forth on the next sheet. The constant weaving or whipping action of the stack normally will tend to cause the sheets to creep longitudinally, and where end buttresses of wood or metal are employed this creeping movement .results frequently in a constant vibrating movement of the end edges of the sheets against the buttresses, resulting in crimping or bending the edges of the sheets where contacting with the buttresses. In addition dirt or abrasive particles frequently lodge between the sheets and the weaving action has the effect of causing the sheets to rub against each other producing scratches or so called hickies.

When metal sheets are packed edgewise on the car floorthe weaving or flexing motions of the sheets duc to the bending or bowing thereof through the longitudinal center of the sheets do not occur, and where sheet metal is shipped on edge abrasive particles will neither lodge and remain between the sheets nor will any substantial Weaving action be set up causing scratches or hickies in the finished surfaces.

ln the case of sheet metal, the present invention may be used when the sheets are stacked flatwise or edgewise, the latter phase of the invention being covered in my above mentioned Patent No. 1.650.540. The invention is also applicable for other material such for example as strip metal or metal bars.

Referring to the drawings, in instance the stack of metal herein shown for the purposes of illustration is supported on the car floor on a series of cross members 16,

preferably of relatively' soft wood. and these wood members 1G are secured together to form substantially a platform or pallet by means of a pair of spaced lengthwise extending angle bars 1T and 1S which are secured Ato the several members 1G by means of wood screws 19. ln the present instance the stack is bound or clamped together by means of bracing or clamping frames or devices designated A -D- 'l`wo of such frames or binders are shown in the drawings by way of illustration. one adjacent each end of the bundle or stack although a different number may be provided, and these frames are each preferably identical in construction. llach binder is constructed to encompass or embrace the top. bottom and upright sides of the stack, and is preferably of such strength and rigidity to sustain the pressure plied to the top and lateral sides of the stack for binding the parts of the stack into a single unit or mass.

rl'he bracing or binder frames comprise in the present .instance four angular steel members A, li, C and D substantially similar in construction. rlhe member A comprises a pair of flat steel bars Q0 each rolled or otherwise formed with a right angle bend A intermediate its ends, providing a round corner. The bars 2O are positioned with the plane thereof extending` transversely to the stack, are held in spaced parallel relation by means of tubular spacer members 2T through which pass bolts 22 and 2S, and by means ofnuts 23 and 29the bars are securely clamped to- '25 and '26 in the overlapping bars the present which may be apgether and held in spaced relation. The frame member B is constructed similar to the member A witha round'bend 'or corner B', but the bars :2l are clamped closer together to permit the bars 2() to straddle or overlap them. As shown in Fig. 4 each pair of bars 2() and :24 is provided with a. series of vertidally spaced holes 225 and 2G respectively so that the members A and B may be adjustably connected together by means of bolts 2S extending through any of the horizontal alined holes 2O and Q4. The bolts 28 pass through tubular spacer members 2T which act to maintain the bars 24C in proper spaced relation and the bolts are provided with nuts 29 permitting the frame members A and B to be securely clamped together in adjusted position. rl`he frame member C of each set of four is preferably identical with the member B. the bars of the member being rolled to form the round bend C'. and this member is adjustably connected in overlapping relation to the end of the frame member A. 'l`he frame member D is identical. in construction, with the member A, having similarly a round bend D. and its opposite ends are adjustably connected in overlapping relation to the frame members B and C in the manner abovel described.

From the foregoing, it will be seen that each binder device A-D comprises four angular members adapted to be adjustably connected together in overlapping relation to form a rigid rectangular frame or volte of any desired dimensions so as to accommodate stacks of different widths and different heights. ln addition this frame is provided with round corners enabling the stack to be rolled over on its side as shown in Fig. lll. Furthermore. by constructing the angular' members 2O and Q4 of the several frame members so that they are positioned edgewise with relation to the stack and are rigidly clamped together in parallel relation. a frame of relatively light construction yet having great strength and rigidity is provided. thus enabling great pressure to be applied to the stack without the tendency ot' the frame to buckle or bend in its length.

ln Figs. l and 2. the metal to be bound or clamped together is shown as a stack of sheet steel with the sheets of the stack positioned or supported on their edges. A wood member 30 is placed on the top of the stack immediate-ly beneath and parallel to the upper overlapping portion of the frame members A and C. At the upper longitudinal corners of the stack are positioned angle bars 31. which preferably extend nearly the full length of the stack, and interposed between the flanges 31a and 31" of each angle bar are lengthwise extending wood strips 3Q and 33. lt will be noted that the wood strip 32 is in engagement with the edges of the sheets adjacent each side edge of the stack, and the grain of the wood runs lengthwise of the stack. A wood strip 34 is placed at each vertical side of the stack intermediate the top and bottom thereof and this strip extends approximately the full length of the stack beneath the two sets of clamping devices as shown particularly in Figs. 8 and 9. A similarl Wood strip 35 is placed against each vertical side of the stack at the bottom thereof, and runs approximately the full length of the stack.

Each of the members 3035 is pressed or clamped to the stack by means of a pressure or clamping device E and each of these devices is preferably identical in construction.

' The pressure device E comprises a plate 36 bent at opposite ends to form a yoke adapted to embrace opposite sides of any one of the frame members. The central web or portion 36'l of the yoke extends transversely across the inner side of the frame member A, B, C or D and has centrally thereof a tapped hole 37 through which is threaded an adjusting screw 38. Interposed between the end of the adjusting screw 38 and the wood members 30, 34 or 35 is a metal thrust plate 39 having a countersunk hole 40 drilled centrally thereof to receive and center the end of the adjusting screw 38. Each thrust or bearing plate 39 may, if desired, be serrated on the outer face thereof forming a gripping surface engageable with the wood member, as shown in Figs. 1 and 7. A pair of pressure devices E is supported by each clamping frame at the top ofthe stack and acts at spaced points against the wood strip 30. Pressure devices are also carried by strips 34 and 35. The angles 31 are clamped against the wood strips 32 and 33 by means of pairs of pressure devices E carried by each clamping frame and acting at right angles to each other against the flanges 31a and 31b of the angle bars. plates 39 may be dispensed with and the adjusting screws are adjusted directly against the metal flanges of the angle bars. l

Thus it will be seen from the foregoing construction that each rectangular binder frame. adjacent each end of the stack, is provided with a number of pressure devices E, ten being shown in the present instance by way of example, which act between the frame and the stack so as to exert pressure against the stack at a plurality ot spaced points at the top and opposite upright sides of the stack. As a result of this construction the stack of metal is rigidly bound together into a single unit or mass preventing the constituent parts, such as the sheets of the pack', moving relatively to each other. lWhere the sheets are supported on edge the bottom edge of each sheet frictionally engages the wood or relatively softer members 16 and acts to resist the tendency of the sheets to shift relatively to each other or relatively to the supporting medium for the sheets. its a resultI the sheets in `transit any weight of the bundle.

the frame and act against the several Wood In this instance the thrust' of the stack are effectively held by friction to the several supporting members 16, and these members in turn are rigidly held together by means of the angle bars 17 and 18. The latter are preferably applied and secured to the members 16 so that the 'vertical flanges thereof will abut against the outer sides of the frames A`D as shownclearl Y in Figs. l and 2.

The supporting members 16, which a're sccured together by the angle bars 17 and 18 form substantially a unitary platform or pallet not secured or gripped to the floor of the car, but allowed to float or ride on the car floor longitudinally thereof. The friction of the sheets S on the wood members 16 is consider,- ably greater than the normal friction of the wood members 16 on the floor of the car and therefore the entire stack together With the binders and the support 16 travels or moves back and forth on the car floor as a single unit or mass when the car is subjected to jolts, shocks or collisions. i

It will be noted that the members 16 are placed in spaced relation and the end pair are spaced apart sufliciently to provide transverse guideways or spaces 16a for the lower portions of the binders A-D to extend beneath the bundle, and without the binders resting on the floor of the car so as to sustain In the guide space 16nl between each end pair of Wood blocks 16 a wood strip 41 is inserted so as to extend beneath the bundle against the bottom edges thereof and interposed between the bottom of the bundle and the upper edges of the frame bars 24, as shown in Figs. 2 and 3. An angle bar 42 is bolted at 44 to the outer side of one ofthe frame bars 24 of each clamping frame A-D and has the upper horizontal flange 42a thereof extending flush against the bottom of the wood strip 41. This angle bar is bent at its outer end 42b to conform to the curvaturerof the bend B of the frame member B and the wood strip 41 as well as the edge ofthe flange 42 abuts against one of the end supporting blocks 16. see Fig. 3. Thus. each angle bar 42 abuts against one of the end blocks 16. so that any tendency of' the stack and the bracing frames to move relatively to the supporting members 16 is prevented by the angles 42 engaging the end blocks 16, which in turn are secured together by the angles 17 and 13. An angle bar 43 similar to the bar 42 is bolted, at the opposite underside of the stack. to the frame member D of each clamping frame and is bent at its outer end to conform to the curvature of the curve D ofthe frame D. rIfhe horizontal flange 43n as in the of the flange 42" also arbuts against the end supporting block 16. and the wood strip 41 is interposed between this flange and the bottom edges of the stack.

As shown especially in Figs. l, 7. l0 and 13, the supporting pallet or frame comprisingn the cross members 16, is guided longitudinally ot the car by means ot lengthwise extending guide members 45 and 46 at opposite sides of the stack. These members may be in the form of heavy wood beams which are secured to the car door by means o-wood screws or nails. These guides extend beyond opposite ends ofI the stack in its normal or initial position on the car door, and stops (not shown), in the form of similar beams, may, if desired, be secured to the car tloor a suiiicient distance beyond the opposite ends of the stack to prevent excessive door under extreme or abnormal conditions. Referring to Fig). 7, it will be seen that the apparatus may e interchangeably used where the metal is in the form of sheets stacked atwise. In this instance in addition to the angle bars 31 at the upper longitudinal corners ofthe stack, similar angle bars 49 2e may be also positioned at the lower longitudinal corners. Where the lower longitudinal angles 49 are used, an additional wood filler strip 50. is interposed between the bottom dan e 49a of each angle and the bottom of the stac Wood strips 16b are therefore interosed between the several members 16 and the bottom of the stack and having substantially the combined thickness of the strips 50 and anges 49a. 1n the same manner as above described, the lower angles 49 are sure devices E. To prevent any tendency ot the stack ot sheets-shitting relatively to the supporting members 16, the bottom flange 49 ot each lower angle bar is provided with. projecting cleats or lugs adapted to be embedded 4in the ``surfaces ot the members 16 thereby holding the stack by positive trictional engagement to the supporting pallet 16 llt will be noted from Fig.. 7 that the wood strips 34 at opposite the stack have the grain thereof running lengthwise and these strips are pressed against the longitudinal edges of the sheets so that the edges ot the sheets will rictionally engage the wood surfaces. As a result the central portions ot the stack will be' held by the bracing or binder frame against displacementas well as the top Vand bottom portions oit the stack. rlhe rigid angle bars 31 and resist the weaving or whipping action of the sheets and the pressureA devices E acting against the wood members 34 prevent the center portions ot' the stack from creeping out relatively to the top and bottom portions, since any tendency of the sheets to move lengthwise will 'result `inv-the edges of the sheets rictionally embeddiner themselves. 1n the wood suraces ot the sheets or metal strips is aided tact that the grain of the wood runs wise of the edges of the metal. i

It will be further noted that by placing the wood members 32-35., 34 and 50 longitudiv w nally-ot the stack the lpressure exerted -by the te by. the

lengthtravel of thestack on the Icar.

vclamped against the stack by means of pres-A upright sides lot t stack is prevented 34. This :fictional action.

devices E will not result in detorming or damaging the sheets. These wood members have suliicient width to provide a relatively broad bearing surface so that when clamped or pressed against the stack the sheets will not become distorted. In addition these members form trusses assisting in resisting any weaving or whipping action of the sheets during transit as a result ot shocks to the car or rocking movements of the car..- 'lhe longitudinal angle members 31 'at the upperA corners of the stack also form rigid trusses holding the stack straight against tendency to sag and also resisting the weaving or whipping action of the sheetsparticularly where the sheets are stacked iiatwise as shown in Fi 7. In the latter instance with the sheets stac ed flatwise, I prefer to provide the longitudinal angle members 49 at the lower corners ot'the stack, which form additional rigid trusses ypreventing weaving action of the sheets and acting through the gripping means 51 to grip the stack and the pallet member 16 together as a unit.

1n the construction shown in Figs. 8 and 9, the staclnof sheets may be pressed and held together as a unit in the manner above described. In this instance transversely eX- tending wedge blocks 57 and 58 are secured to the floor ot the car at opposite ends ot the stack. 'lhe supporting blocks 16c and 16d yat opposite ends of the pallet may be bevelled at 55 and 56 respectively so as to overlie the lower tapered portions ot the wedge blocks 57 and 58, as clearly shown in Fig.. 8.. rlhs supporting members 16 of the pallet which are secured together by means ot the angles 17 and 18 as above described, are tree to slide on the floor o the car, so that when the car is subjected to blows or shocks, the stack and the supporting members 16 will travel as a unit up the inclined or tapered surfaces of the wedge block 57 or the block 58 as the case may be, the movement of the stack being shown in Fig. 9. lt will be understood that the angle of incline ot the blocks 58 may be varied in accordance with requirements in actual use. lt will be particularly noted that the from sagging or bending in' the middle due to the bracing or truss action of the angle bars '31, and angle bars 49 where the sheets are positioned Hatwise, and also the woodlmembers .S2-35, 34a and 50.. Therefore, the stack will be held straight and rigid and will not sag or bend when shifted up the inclined surfaces ot the wedge members 57 and 58', resulting in preventing the sheets `from slidingl on each other and cfausing scratches in the highly nished suraces. .The'freight car is preferably loaded by ar ranging pairs of stacks at each end oit the cars the stacks being preferably, ositioned with aisle spaces ot sutlicient width at each longitudinal' side there to "enable independent sav movement of the stacks as a result of shocks and blows to which the car is subjected in transit and also to facilitate removal of the packs as units at destination.

Where sheet metal hasybeen shipped with the sheets on edge as shown in Fig. 1, after the stack has been conveyed bodily out of the car, it may be deposited on the ground or other support as shownin Fig. 14 and if it is desired to'turn the stack over for storage purposes or to facilitate feeding the sheets to the machines or presses, the stack may be readily rolled over on its side by attaching cables from a crane thereto as indicated diagrammatically in Fig. 14. The round corners A', B', C and D of the binders enable the stack to be readily rolled or turned on its side.

From the foregoing, it will, therefore, be noted that the stack is securely bound together as a single unit or mass and is held, as by friction, to the supporting pallet members or riding. blocks 16, so that the stack and pallet is allowed to float or slide back and `forth on the car floor between the longitudinal guides 45 and 46, as shown diagrammatically in Fig. 10. The stacks are positioned on the car floor a sufficient distance from the end walls of the car to allow for the maximum travel of thestack toward the end wall of the car as a result of varying impacts against the car.

In Figs. 11 and 12, I have illustrated diagrammatically the manner in which the stacks will moveon the car floor as the result of an impact against one end of the car. The metal is shown loaded in the car b of the train, and the car c is shown driven against one end of the car b causing an impact in the direction of the arrow. This results in causing the car b to buckle in the middle at b, lifting on an incline one portion b2 of the floor of the car adjacent the impact end. The Stack e will travel or shift by its inertia in the direction of the arrow longitudinally toward the center of the car a given distance, and the stack f will travel in the same direction towards the impact end ofthe car .a less distance due to the incline of the floor. The car b will then be driven against the end of the car d, the rebound being indicated by kthe arrow, Fig. 12. This action results 1n shifting the stacks in the opposite direction. The stack f on the rebound impact will move towards the center of the car a greater distance than its previous movement toward the end of the car due to the fact that the portion b3 of the car floor adjacent the rebound end of the car will be raised on an incline. The stack e in Fig. 12 will be shifted toward the rebound end of the car but a less distance than its previous movement toward the center of the car on account of the incline 0f the floor portion 113. 'Thus I have found that by allowing the stacks to travel or slide by their own momentum or inertia on the car floor, the stacks will tend to move, as the result of impacts, a slightly greater distance towards the center of the car than towards the end Walls of the car. By guiding the stacks in a straight longitudinal direction on the car floor, and binding the parts of the stacks t0- gether in a single mass or unit, they will arrive at destination in proper position with relation to thr side wa'lls of the car to permit unloading of the cars. And by initially p ositioning each stack a suiiicient distance from the end wall of the car, the maximum movement of the bundle toward the end wall will not be great enough to cause the bundle to strike the end wall and cause damage thereto.

In Fig. 13, I have indicated the impact action where the train is on a curve and the brakes are applied. This results in causing the car cto be driven against the end of the car b at an angle, ing shown by the arrow. The tendency of the stacks f will be to move on the car floor in the direction ofthe arrow f but due to the logitudinal guides 45 and 46 the stacks will be guided so as to travel in a straight line longitudinally of the car rather than at an angle. The relative positions of the stacks with relation to the side walls of the car are therefore maintained under conditions where the car is subjected to lateral or angular impacts or shocks.

What I claim is:

1. An apparatus of the class described comprising in combination supporting means for supporting the stack on the car floor against sagging, means for binding the stack into a unitary'mass, said supporting means being free to move with the stack as a unit on the car Hoor, and wedge means at the end of the stack upon which said supporting means is free to move. l

2. In an apparatus of the class described, the combination of means for binding the stack together and including longitudinal angle members at the longitudinal corners of the stack to prevent the stack from bendin or sagging, and wedge members at the bottom ends of the stack acting to tilt the stack Epon movement thereof over said wedge memers.

3. The combination with an apparatus for binding the stack together and supporting it as a unitary mass on the car floor, of wedge members at the ends of the stack and over which said apparatus is fapable of moving pon displacement of the stack on the car oor.

4. In an apparatus of the class described, a binder adapted to embrace a pack of metal sheets with the sheets positioned Hatwise, means cooperating with the binder and adjustable relatively thereto for exerting pressure inwardly from the binder toward the edges of the sheets of the pack, and matethe direction of impact be-.

rial relatively softer than the metal sheets interposed between said means and the edges of the pack whereby to engage frictionally the edges of the sheets.

5. Inan apparatus for transporting sheet metal in packs on a freight car floor, in combination, means for binding the pack together with the sheets stacked flatwise, and means held to the pack for supporting the pack on the car floor, said last means being free on the car iioor to permit the pack and said last means to shift on the car floor when the car is subjected to shocks or blows in transit.

6. ln an apparatus for transporting sheet metal in packs on a freight car fioor, in combination, means for binding the pack together with the sheets stacked flatwise, and means held to the pack for supporting the pack on the car floor, said last means being free on the car floor to permit the pack and said last means to shift on the car floor when the car is subjected to shocks or blows in transit, and means secured to the car floor at opposite sides of the pack for guiding the pack in its movement.

7. The hereindescribed method of transporting sheet metal on a car for shipment, consisting in binding the sheets in a pack with the sheets positioned flatwise, supporting the pack on the car floor through means interposed between the pack and the car floor, and leaving the pack free to move as a unit relatively to the car floor during transit.

8. In an apparatus of the class described for transporting sheet metal in packs on a car floor with the sheets positioned flatwise, comprising supporting members for the pack connected together as a unit and free to move on the car floor, andmeans for maintaining the pack and said members together as a unit.

9. In an apparatus of the class described for transporting sheet metal in packs on a car floor with. the sheets positioned atwise comprising supporting members for the pack connected together as a unit and free to move on the car fioor, means or maintaining the pack and said members together as a unit, and guide means secured to the car floor` and cooperating with said members for guldmg the movement of the pack in a predetermined direction.

10. Apparatus for transporting sheet metal in a pack on a freightcar floor withthe metal sheets stacked flatwise, comprising a rigid frame adapted to embrace the pack, screw pressure devices carried thereby and adjustable for exerting pressure inwardly from the frame against the pack, and relatively softer material than the sheets interposed between said devices and the edges of the sheets.

11. The hereindescribed method of shipping sheet metal on the floor of a freight car, which consists in binding the sheets intoa pack with the sheets of the pack stacked flatwise, supporting the pack on wood members interposed between the pack and the car floor, and leaving said members and pack free to shift on the car floor as a unit during transit.

12. The hereindescribed method of shipping sheet metal on the floor of a freight car, which consists in binding the sheets into a pack with the sheets of the pack stacked Hatwise, supporting the pack on wood members interposed between the pack and the car ioor, leaving said members and pack free to shift on the car floor as a unit during transit, and guiding said pack and members in a predetermined direction during their movement.

13. The hereindescribed method of transporting sheet metal on a freight car floor, consisting in binding the sheets ina pack with the sheets positioned flatwise, supporting the pack on the car floor through means interposed between the pack and the car fioor, leaving the pack free to move as a unit relatively to the car fioor during transit, and guiding the pack in its movement longitudinally of the car.

14. The hereindescribed method of transporting sheet met-al in a pack on a freight car floor, with the metal sheets stacked fiatwise, which consists in binding the metal sheets together into apack, frictionally resisting relative movement of the `metal sheets through relatively soften material interposed between the binding means and the edges of the sheets, and supporting said pack on the car floorto shift or float when the car is subjected to shocks or blows during transit.

15. rl`he hereindescribed method of transporting material, such as sheet, strip 'or bar metal, on the floor of a freight car, which consists in binding the material together into a pack, support-ing the pack by means interposed between the pack and the car floor and free to shift on the car floor during transit, and causing said pack in its shifting movement to travel on an inclined surface.

1G. The hereindescribed method of shipping metal such as sheet metaal in packs on the floor ,of afreight car, whiclrconsists in binding the metal together in individual packs, arranging the packs in spaced relation at an end of the car with the metal sheets supported flatwise, lleaving the packs substantially free from movement on the car floor during transit, and engaging the edges of the sheets with relatively softer material whereby to resist fricti'onally relative movement of the sheets during transit.

17. In an apparatus of the class described, in combination, supporting means interposed between a pack and the car floor for supporting the` pack thereon and free to shift or float on the car floor, means for binding the pack as a unit and including gripping devices for holding the pack in position on said supporting means.

18. In an apparatus of the class described. supporting means interposed between a pack and the car floor, binding means for the pack extending beneath the pack and free of engagement with the car floor, and gripping devices interposed between the pack and supporting means t'or gripping the paek and supporting means together.

19. In an apparatus of the class described, wood supportlng members fo` a pack` binding means extending transversely around the pack, and members extending longitudimilly between the pack and wood supporting Inembers for frictionally resisting movement of the pack on said members.

20. In an apparatus of the class described. wood supporting members for a pack. binding means extending transversely around the pack. members extending longitudinally between the pack and wood suppm-ting members for frictionally resisting movement of the pack on said members` and means for holding said members to the pack.

521. In au apparatus of the class described. wood supporting.members for a pack, binding means extendingtransversely around the pack. members extending longitiulimxlly between the pack and wood supporting members for frictionally resisting movement of the pack on said members and means for securing said wood members together as a unit.

22. In an apparatus of the class described. in combination, wood supporting members for a pack, metal angle members confining the lower longitudinal members of the pack and including gripping devices engaging said wood members, and binding means extending transversely around the pack and engaging said angle members.

23. In an apparatus of the class described, in combination, transverse wood members for supporting' a bound paek on a car tloor` longitudinal flat metal members secured to the pack and extending longitudinallyY be- Cil tween the pack and wood members, said metal members carrying means for gripping the pack and wood members together.

24. In an apparatus for packing sheet metal flatwise in a freight car, wood supporting members interposed between the pack and car floor and extending transversely of the pack, binding devices extending about the pack to maintain the sheets as a unit, said wood members forming guide spaces through which said devices extend beneath the pack, and means interposed between the pack and supporting members for gripping the pack and supporting members together.

2. In an apparatus for packing sheet metal fiatwise in a freight car, wood supporting members interposed between the pack and car Hoor and extending tansversely of the pack, said members being free to shift on the car floor, binding devices extending about the pack to maintain the sheets as a unit, said woodv members forming guide spaces through which said devices extend beneath the pack, and means interposed between the pack and supporting members for gripping the pack and supporting members together.

26. An apparatus of the class described comprising removable devices for binding in a unitary bundle a stack oit' metal sheets or the like antLincluding angle members embracing lower eorncrs of the stack, supporting members interposed between the pack and car floor. and friction gripping means carried by said angle members and engageable with said supporting members for the bundle for resisting movement of the bundle thereon during transit.

2T. In an apparatus for packing metal in bundles or packs on the floor ot' a freight ear, the combination of means for releasably binding the constituent parts of the bundle into a unit, means secured to the car for maintaining' the bundle against sidewise movement on the car tioor, and gripping means carried by the bundle for resisting movement on its supporting surface.

28. In an apparatus of the class described, the combination of metallic binders embracing a pac i, wood supporting members interposed betwcen the pack and car tloor, angle members interposed between said binders and opposite bottom corners ofthe pack', said angle members having gripping surfaces engagcable with said supportingimembers for the pack.

2i An apparatus of the class described for binding metal, such as sheet metal, in a pack on a freight car floor comprising metallic binders encircling the pack, and adapted to be tightened to maintain theI constituent parts of the pack together. strips interposed between said binders-and the pack at the longitudinal corners thereof, floor supporting members extending beneath the pack, said strips, supporting members and binders being joined with the pack to form a single unit., and said strips con'iprising metallic angles extending a substantial distance at opposite sides of the center of the pack to provide stitiening means for the pack.

30. An apparatus of the class described for binding metal, such as sheet metal, in a pack on a freight car floor comprising angle formed members confining the longitudinal corners of the pack, binders encircling the pack and engaging said members, floor supported members extending beneath the pack and free to shift on the tioor. and means whereby said floor supported members, binders and angle formed members are con` nected together.

3l. The method of transporting sheet metal i'n a pack on a freight car or carrier floor, comprising supporting the pack with the sheets stacked tiatwise on members interi posed between the pack and car floor, binding the constituent parts of the pack together, and permitting the pack to shift as a unit relatively to the car floor to resist relative displacement of the constituent parts of the 32, The method of transporting sheet metal in a pack on a freight car or carrier floor, comprising supporting the pack with the sheets stacked {iatwise on a supporting medium interposed between the pack and car iooi, binding the constituent parts of the pack together, permitting the pack to shift as a unit back and forth relatively to the car floor longitudinally'of the car to resist individual displacement of the constituent parts of the pack, and guiding the pack to maintain its movements in a predetermined path.

In testimony whereof I affix my signature.

` ROBERT T. ROMINE. 

